Train-control apparatus



H. R. NEVENS.

TRAIN CONTROL APPARATUS.

APPLICATION FILED JUNE 3. I9I5.

Patented Nov. 25, 1919.

2 SHEETS-suffi 1.

-H. R. NEVYENS. TRAIN CONTROL APPARATUS.

APPLICATION FILED JUNE 3, 1915.

Patented Nov.` 25, 1919.

2 SHEETS-SHEET 2.

IIIII III W'ZZQSSQS:

STATS T lhtltl. l

HERBERT R. NEVENS, OF DORCHESTER, MASSACHUSETTS, ASSIGNOR T0 iTEVENS WALLACE TRAN CONTROL CMPANY, A CORPORATION Oli' MASSACHUSETTS.

renin-Courson APPARATUS.

Patented Nov. 25, i919.

Application filed .lune 3, 1915. Serial No.31,909.

.My present invention is designed for use in a s Lein wherein the positive actuation of a train carried trip by a track obstacle automatically vents the train line pipe to cause an application of the'brakes. In such systems the train carried trip has usually been elfective in both directions, that is to a train traveling against the current of tlc as where backing through a block, uatieally stopped itself by reason of ie irack obstacle positively actuating the trip. This was due to the fact that the trip itself was positively actuatable in both directions so that an actuation of the trip in either direction caused a rotation of the shaft on which the trip was mounted and A`monding uuseating of the valve controhi 5,; the pressure in the train line pipe.

Another objection to the trips usually employed in vsuch systems has been that through breakage or failure of the trip or any associated parts, the mechanism could be rendered inoperative Without the engineers knowledge. This failureV of the iechanism could be disastrous especiallyif the engineer did not known that it had been rendered ineffective. lt is therefore essential that the engineer be promptly signaled immediately upon failure of any essential part of the mechanism. ln fact, most railroads consider it essential that the train be automatically brought to a stop immediately upon the occurrence of breakage or failure of the parts in order to obviate all possibility of the engineer through negligence or otherwise failing to heed a visual or audible signal.

To the end therefore of providing a train control mechanism wherein the train may be run against the usual block signalsV promptly advised of the breakage or fail` ure of any ofthe component parts of the system hy the automatic stopping of his train, 'l have devised my present invention. In this invention the train carried tripis so mounted as to be effective in one direction,

only. This permits the train to be run against lthe current of traffic without automatically stopping itself. Should the rtrip for any cause whatever be rendered ineffective the train is automatically stopped by the trip promptly moving to brake setting position Where itr remains until the defect is remedied.

These and various other features of merit which will appear more fully hereinafter are secured in the trip mechanism forming 'the subject matter of the present invention. The construction and operation of my devce will be more fully disclosed in the siliecication that follows. ln the drawings forming a part of that specification l have shown a trip mechanism which not only clearly illustrates the principles involved but is in itself a form found satisfactory in use. Throughout specification and draw ings like reference ninnerals are correspond,

ingly applied., and in these drawings:

Figure l is a side elevation of a train carried trip and associated parts in accordance with my invention. Fig. 2 is a .vertical section thereof.

'.a' C i eevaii o erin. Fig r)isasde l iton fth tLv mechanism with thecover plate for the casing removed to show the interior ar-i rangement of parts.n Fig. i isa section view similar to Fig. 3

and indica-ting in dotted lines the normal and the brake setting positions of the trip. TEig. 5 is a detail section on the line 5-5 of Fig. 3.

F ig. .6 is a face view of a casting to be more fully described hereinafter removed" from the casing, and

Fig. 7 is a detail view of the trip detached.

I have indicated at l the side wall of a closed end casing or housing having; a straight top wall and a curved bottom u l casing in assembling the mechanism and tok permit ready access thereto incase of re-A pair 0r thelike.

yactuating the rock shaft.

movement of the ytrip arm in this direction :The opposite or front side'of the casing is ing and away from the trip arm 5 in oideil to 'prevent possibility-,of .snc-w, ice or other matter collecting on the bolts. and-obstructing the free movements of the trip arm.

The cover 'plate 2 is split `transversely as indicated atti to enable certain partsoffthe mechanism to be readily inserted within the The trip ariii' is'preferalbly formed `with an enlarged .circulanheadliavingan opening therethrough whereby the trip arm may beliuiig externallyy of tl'iecasiiig-on a rock shaft 7. The shaft is set transversely of the Ycasing in suitable bearings. The outer endofthe rock vshaftis reduced and threaded as indicated at 8 tore'ceive thenut 9 and the outer face of Jche trip arm 5 :isrecessed toy receive a washeix10. 'The nut 9 seats the y washer 10 tightly against the outer endof Y the rock shaft whereby top rovide a water tight closure for vthecasing at this end. 'The opposite en d ofthe rock shaft fits snugly in its bearing on the wall 1.

The rock shaft has a lug 11 near its outer eiid and l.the head ofy the trip arm 5 has a slot12in which the lug 11 is received. This construcQn permits the trip arm toy swing idly fin one direction V(a counter-clockwise direction in the figures of the drawings) without .imparting rotation to the rock shaft, as where the trip arm contacts a track obstaclefwhen the .train is backing into the block. The actuation imparted'to the trip arm `by the trackobstacle in such case simply swings .the arm counter-clockwise and the slot 12 permits the arm yto .turn without The upward isstopped after 'the far end of the slot 12 .contactsthe lug` 11 and should the impact be great enough to carry-.the arm farther upward lby a lug 161 on the rock shaft contactingI the abrupt face 181 of a lug 13 on a .casting 14 lsecured to the wall .1 of the casing byfa plurality ofbolts 15. The kcasting-.14 is of'a shape to conform to the casing and has a hole therethrough .for the passageof .therock shaft?. When the trip arm t is' actuated in4 its ineffective direction it returns by its own weight to normal position.

When the train is running with the currentoftraiiic 'andthe trip arm is actuated by a. track: obstacle set at danger, it imparts rotation to the. rock` shaft '7 and this rota-- tion.V is effective to release a:gravity'operat-V i ing valve holding member which isnormally disposed to maintain a valve controlling the pressure in the train line pipe against its holds yitin enga-gement vwith* a locking refv cess 19 iii. a Agravity operating valve .retaiir nig yiiieinloerQO pivoted to the casting14.

' VThe head lof the locking pin is so formed as to prevent it from wearing angroove in the gravity operating member 20Vin .its engagingand releasing movements. The niember: 20. .is `pivotally mounted below `its center on a boss-21 projecting from the casting 14. 4The pivot for the member 20 may conveniently consist of a shoulderedfpin29J set in Aa hole cored through therlug 21 and into thecasting 14 and vheld therein by a washer Vand a cotter pin 24.-

The gravity operating member 2O is formed with a valve retainingportion 25 which normally engages Aa valve y26 coiitrol,

ling the y pressureA iiiv the train' line `pipe and opening with the pressure. rlhe valve 26 isl slidablymounted ,in a hole 27 cored -in Ythe casting 14Y andV when onits seat 261 controls the passage .of air through a pair of coin-- municatng chambers 28V and 29 also cored iii said casting. The outer ends of the chainbei'szZS and 29 are threaded to receivey respectively an inlet-pipe 30 .for the intake of airfroni vtlieftprainv lineV pipe and an exhaust pipe 31for thcventing ofhthis air. The valve 26 is normallyseated in controlling relation to the connection between the passages 28V and 29 andv is maintained in this position by" the gravity operating ineinber 20. d Y

When a train is proceedingwith the current of traffic and the trip arm is struck .by a' track obstacle,` it is swung in a .clockwise direction'untilstoppedby the lug 16?L contacting thev abrupt face 35 .of-the lug 21. This is the eifective direction of movement of the triparm and the rock shaft is therefore rotated sufiicieiitly to move the 'locking pin-18 out Vofy the lockingrecess 19 of the dog 20; V.The .dog 20. therefore descends by gravity and itsvalve retainingportion 25 rocksaway from the nearly `vertical position seat'. The release of the gravity operating member Vperm-its this valve,4 which opens Vso The rock shaft and locking pin yare held in their new positions by reason of the locking pin 18 engaging in arecess 32 in the lug 13 on the casting 14, While the dog 20 remains in the Fig. 4 position by its own Weight and the valve 26 remains unseated by the pressure of the air acting upon its inner end 261. The recess 32 is shaped similarly to the recess 19 in the dog 20. The spring 17 holds the pin 18 in this recess until the trip arm has been reset. 1n the present invention provision is made for resetting the parts from the cab, although if desired the mechanism may be omitted and the parts reset only by the engineer descending from his cab and manually rotating the rock shaft in a direction opposite to its direction of valve releasing rotation. y

rEheV resetting mechanism consists of a cylinder 40 mounted on the casing and a piston 41 therein cooperating With a roll 42 on the` lug` llformed on the rock shaft. The cylinder 40 is supplied With air by a pipe 43 Which is operatively connected with the train line pipe (not shown). After the trip 5 has been etfectively actuated and it is desired to reclose the valve 2G, the engineer manipulates a control in the cab whereby to divert some of the air from the train pipe into the pipe 43 and thence against the head of the piston 41. This moves the piston in the cylinder and c uses its free end 44 to Contact the roll 42 on thelug 161 thereby turning the rock shaft countercloclwise until the opposite end of the lug 131 contacts the face 131 of the lug 13.

1n this resetting movement of the rock shaft the locking pin 18 is forced out of the recess 32 and as it moves back to its normal vertical position contacts an inclined face 33 formed on the dog 2O adjacent the recess 19. rThis compresses the spring 17 and permits the locking pin to ride in to the recess 19. The pressure on the spring 17 is Vnow released and the spring returns the dog 2O to its original position, thus seating the valve 26 and closing the communication between the pipesc30 and 31. The face of the lug 13 adjacent the dog 20 is reduced as indicated at 34 to provide a guide and bearing for the end of the dog 2O in its movements, (see Figs. 4 and 5).

The stem 44 of the piston is guided in the end Wall of the box. The piston after its resetting action is immediately returned tothe position shown `in Fig. 4 by a spring 46 coiled about the stem 44 and conned Within the cylinder between the wall 1 and the piston head 41. The return movement of the piston in this direction is stopped by a collar 45 thereon contacting the end Wall of the casing through which the piston guides.

Should any f the essential parts of the mechanism in the casing 1 break or fail to operate the valve 26 isv automatically released to vent the train line pipe and the gravity member remains doivn until the defect is remedied.

1t Will be noted that in the present invention the inlet of air from the train line pipe is upward; i This obviates the liability of Water entering the pipe and freezing.

Whilel have shown and described my invention in its application to a control system for railroad trains it will be understood that the invention'may be used for control of other moving vehicles.

`Various. other modifications in the form and construction of my device may obviously be resorted to Within the limits of the appended claims.

`Wliat 1 therefore claim and desire to secureJ by Letters Patent is:

1. 1n train stop equipment, a control for a brake applying means, a pivoted gravity operating member normally engaging said control to maintain it closed, rotatable means having a normal engaging relation to said gravity member in one direction of rotation and a disengaging relation to said member in the opposite direction of rotation, and means for rotating said engaging means in its disengaging direction to permit said gravity member to descend and release said control.

2. In train stop equipment, a control for a brak@J applying means, a gravity operating member normally engaging said control to maintain it closed, rotatable means having a normal engaging relationto said gravity member in one direction of rotation and a disengaging'relation to said member in the opposite direction of rotation, and means for rotating said engaging means in its disengaging direction to permit said gravity member to descend and release said control, said movement imparting means eifective in one direction only.

3. In train stop equipment, a control for a brake applying means, a pivoted gravity operating member normally engaging said control to maintain it in closed position, a normally effective Support engaging the under face of said gravity member, and means actuatably mounted and operatively connected with said support for disenfraging said support from said gravity member to` permit said memberjto descend and release said control.

4. In train stop equipment, a control forv ing and controlled by said rock shaft and a valve slidable in said guide in the casting and normally maintained in controlling relation to said exhaust by said gravity operating member.

15. In train stop equipment, a casing, a roclr shaft journaled therein, a trip arm on said rock shaft externally of said casing, a lug on said rock shaft and a slot in said arm receiving said lug permitting the trip arm movement in one direction Without rotating the rock shaft and effective to rotate said shaft upon movement in the opposite direction, a casting in said casing, having means for the inlet and exhaust of air from the brake system and for the reception of a valve controlling said exhaust, a gravity operating member pivotally mounted on said casting and controlled 'by said rock shaft, a valve slidable in said guide in the casting and normally maintained in controlling relation to said exhaust by said gravity operating member, and means for locking said trip arm after an effective actuation thereof to prevent the trip arm from automatically resetting itself.

16. In train stop equipment, a control for the air pressure from the brake system, a member normally maintaining said control in closed position and having a normally supported position and descending by gravity upon removal of its support, a rotatable support for said member and externally actuatable means operatively connected With said support for rotating said support in one direction'only to release said gravity member.

17. In train stop equipment, a control for the air pressure from the brake system, a member normally maintaining said control in closed relation, and having a normally supported position and descending by gravity upon removal of its support, a rotatable support for said member, and a trip operatively connected with said support for rotating said support arcually in one direction only relative to said gravity member to releasev said member.

18. In train stop equipment, a control for the air pressure from the brake system, a

member normally maintaining said control in closed position, said member having a normally supported position and descending by gravity upon removal of its support, a rotatable support for said member, an externally actuatable device operatively connected with said support for rotating said support in one direction only to release said gravity member, and means for preventing said actuatable device from automatically resetting itself after an effective actuation thereof.

19. In combination, a control for a brake applying means, a gravity member normally maintaining said control closed, said. mem- `ber having a locking recess, a locking member normally engaging said locking recess, and a trip operatively connected With said locking member for destroying said locking engagement upon actuation by a track obstacle to permit said gravity member to descend and release said control.

20. In combination, a control for a brake applying means, a gravity member normally maintaining said control closed, said member having a locking recess, a locking member normally engaging said locking recess, means for destroying said locking engagement to permit said gravity member to descend and release said control and a member effectively disposed adjacent said locking member and having a locking recess with Which said locking member engages when its locking engagement with the gravity member is destroyed.

21. In combination, a control for a brake applying means, a gravity member normally maintaining said control closed, said mem ber having a locking recess, a locking member normally engaging said locking recess, means for destroying said locking engagement to permit said gravity member to descend and release said control, a member efn fectively disposed adjacent said locking member and having a locking recess with which said locking member vengages when l its locking engagement With the gravity member is destroyed, said gravity member having means adjacent its locking recess to guide said locking member back into said recess in the resetting operation of the parts. 22. In combination, a control for a brake applying means, a gravity member normally maintaining said control closed, said member having a locking recess, a locking member normally engaging said locking recess, means for destroying said locking engagement to permit said gravity member to descend and release said control, a member effectively disposed adjacent said locking member and having a locking recess .With which said locking member engages When its locking engagement with the gravity member is destroyed, said gravity member having an inclined face adjacent its locking recess to guide said locking memberback into said recess in the resetting operation of the parts. i

23. In combination, a casing, a brake applying means having a suitable control, meansV for moving said control including a member rotatable in vsaid-casing, a recessed v member disposed externally of the casing Y said swinging member and a device foriseat.-

ingsaidfivasher against the end of said -rotatable Vmember. Y

- 241.1111 combinatioina casing having bosses formed' thereon, a cover overlapping said casing, bolts extending transverselythrough the overlapping edge of saidcoverand received inthe lbosses of said casing,-a brake applying means, a control thereof, and 'a member disposedV externally of said= Cover for swinging movement relativevthereto and operatively connected with saidv control,-tlie bolts/or'said cover havin-g their-nutends disposedl under the casing propeihto permit iree swinging movement oiev saidv swinging member, -Vand-v to'vprevent laccumulation of matterthereonzivliich mightvtend to inter- Y tere with said. swinging .movvements.

25.v In y.combination` with thev air;Y brake system oi? a train, a valve controlling-said system and opening fully with :the pressure upon-any actuation thereoha. gravity operating Einember having' a lioldingifand a releasing--relation to ,saidV valve, a-movable member normallyl maintaining-fsaid gravity member in its closing relation .to said valve,

and a train-carried trip' disposed lfor actuation by'a track obstacle and; liavingrja con- "nection With saidmovable memberleftective to imove saidmemberupon actuation by; said track obstacle in onezdirection of, traveliloit the train and g ineiective to-` mii-nence. saidv member inthe opposite directionof trafvelf.-f 26; ln combi-nationwith a brake vsystem relief valve, a gravity operatingmember normally maintaining sa'idvalve-` closed, :a supporty having-an engagmfgland laV disengaging .relatioii'to said member, a train! carried trip operable in one direction; only and operatively connected Withsaid support inor moving said support upon effective actuation by a track obstacle, and means operable from the train after Van eiectivexactuation oi? the trip fior restoringv said'V support and with A:it the gravity operatingpmembe'r-to their normal position, thereby r'eclo'singfsaid valve.

Q7.` In combination With-a brake'V system 'relief valve, a gravity operatingdmember normally ma-intaini-ng; said valve closed, Aa support having an engaging-fand a disenf -gaging relation to'sai'd member,fa train-.car-

ried trip operable in one direction onlyjfopferatively connected -rWi-th 'said gfsirpport;` for moving v said ysupport upon eective actuation byk .a 'trackfobstacle,. and pneumatic means operable trom-the train-L i after; an:L eff festive actuation .ofthe 'tripigffon restQllIlg saidl supportandwitlifitthe grayityqoperating member. to .their 1norm'alposition', there by reclosing'saidvalve@V QS' 'In f combination with -braliesysteni Y relielvalve, Yagravity operating member normally maintaining jsaid -valveaclos'edy a 'support Vhaving an;V engaging and; a; dijsemV valve, faty one end andvsuppor ed nea Vopposite end inV a plane substantially; in, lline YWit-h1; the {pivot-5 landfv a movablefsiipport lfor gaging-relationfto said meinberya train cai'-VY riedvtrip operable in one direction only operatively' connected with. saidy support for moving-.isaid'support upon effective actuafY Y valve normally maintainingsaid .valveV closed, a train carried trip operablegin one direction eonly and 'operatively connected with' saidl support: for positively;y moving said support; when actuated by `a track ob-Y stacle, whereb y to permitisaid valve to open.,

alresetting .cylinder operatively 4connected t Withgtlie ytrai-n glinepressure, and ra piston guided in :said cylinder and i effectivey A.upon `actua-tion.to restorezsaidgsupport lto valve Y supporting position andin such restoration tonreclosesaid valve; f

30. In combination with ak brake; system relief: valve, `a gravity operating 4member normally'y maintaining said-f, valve closed., la supl'aoithaving an engaging -and a disengagf ingrelation :toysaid finember,l a trip, an.v op:- erative connection; between isa-id ctrip and siipportfor moving said supportionfeicective A actuation; ot the trip, .andmeaiieeacting v tli'roiiglifisaid: operative` connection bet-Ween the; trip i and.- support rvfor; lreturning said support 'and thereby the gravity member` to -Ynormal position, thuslreclosing saidivalveal 31: In #train` stop equipment,Ay albralie sys- Y tern-relief valve, a Vdevice',-'pivotally;mounted and engaging the .valve'fatone end and supported near itsopposite end, and arotatable,

support; for said device adapted 'tof-bel operated i by-'a track: obstacle, and having a ,sup-YVV .,portingrelation to sa1dzdei'lice in -onedireo-V Y tion;v ofwitsrotation and Y a :non-supporting relation thereto in the opposite direction.-

. 32:- Inwtrai-n stopv equipment, -,abriale system relief valve, a device Qprivotally mounted and; engagingfthef valvefatoneY end and `-siipportedrf'neareitsioppositeend ina plane. sub'- stantiallyi-n line lwiththef pivot,;andgay rotatable Vsupporty for, said-device adapted to "be c operatedyby atracleobstacle, and having= a supporting irelationto said device-1nA one A direction otitsfrotation-fand Vnensupporting; relation :thereto ,im the ,Y'opp@siter direc-` tion;V y Y Y* v. ,Y Y 9' lnx atrainstopf` equipment,- ay brake system; relief valve f opening.; withV the ,pressuregfV a r 2bel-l. crank. member .-e'ngaging the Y ts said` inember, adapted to -be roperated by a track obstacle@ Y f f l Sii. In train stop equipment, a brake system relief valve, a device pivotally mounted relative to said valve and engaging the valve at one end and supported near its ot ier end, a movable support for said device, and an actuating connection tol said support for moving it in a direction wherein it will not Support the said device, thereby to allow said device to operate, said support having a restoring relation to the said devicev in the opposite direction effective to return said device to normal supported posi* tion and thereafter to again support said device in said normal Position.

35. In train stop equipment, in combination, a valve controlling the train line pressure, a gravity operating member having a supported and a noitsupported position and bearing against said valve in its supported position to maintain it closed, and a support movably mounted and normally supporting said gravity member but el'ective upon actuation to release said member and allow it to move to non-supported position, said Support having a restoring relation to said gravity member eii'ective to return said member to normal supported position, and means disposed to look said support in nonsupporting relation-to said gravity member.

In testimony whereof I afix my signature in presence of two Witnesses.

HERBERT R. NEVENS.

lltnesses MARION C. Hos, VICTORIA LoWDEN. 

